December 2010 Vol 12 No 11

FROM THE ACTING EDITOR

This month features news on developments at the
DSME
Founded 1913 club, an article by Ron Etter on my „BUTCH‟ loco
Club Facility: and a report on Colin Healey‟s recent open day.
10 Hinton Grove
Virginia, Durban North
Postal Address:
CLUB NEWS
PO Box 201091 It will be recalled that at the 2009 AGM the
Durban North, 4016 committee was mandated to explore the possibilities
President and Acting Chairman
Dave Rose
of spreading the costs of operating the club by
Ph: 031 209 4045 opening the facilities to other hobby orientated
Email: drose2005@telkomsa.net clubs and societies. An approach was made to the
Vice President:
Alf Farr
relevant Council officials who responded that they
Ph: 031 564 7066 were not in favour. This is a pity but at least now
Cell: 082 577 2067 we know: we are on our own!
Email: Alfred.farr@transnet.net
Secretary:
It is evident that the club‟s premises and facilities
Ron Durrans are looking tired. Considerable maintenance work is
Ph: 031 262 9322 required: trees need to be removed to prevent
Email: durrans@telkomsa.net
Treasurer and Acting Editor:
further damage to the track and perimeter fence;
David Cairns corrosion continues to affect our track and
Ph: 031 767 0555 associated facilities; furthermore our motive power
Email: shares@iafrica.com
Committee:
and the bogies on the trolleys are in constant need
John Coombe (Safety Officer) of repair. Also, it should not be forgotten that
Ph: 031 572 6984 Durban is scheduled to host the National Steam
Cell: 072 346 7509
Email: johncoombe@vodamail.co.za
Meet in 2013.
Derek Northgreaves The condition of the track is particularly worrying
Ph: 031 564 7958 as if we have to close it for example to repair
Cell: 082 967 3509
Email: Derek_northgreaves@rocketmail.com
damage or for safety reasons, our revenue will
Alf Farr (Party Manager) suffer but costs will continue to be incurred.
Ph: *see above Unfortunately, the number of members who are
Colin W de Boo
Cell: 082 788 5949
able or prepared to regularly contribute their time to
Email: colinw@natship.net work parties to attend to the various maintenance
Dudley Chesterton issues can be counted on one hand. Therefore if the
Ph: 031 904 2375
Email: Dudley@dacmillwright.co.za
necessary repairs and maintenance are to be
Jimmy Ingram undertaken, some work will have to be outsourced
Ph: 031 563 7337 to contractors. This will be expensive. Fortunately,
Email: ingram3@absamail.co.za
The views of contributors to this newsletter
arising from the foresight of previous committees,
are not necessarily those of the editor or the club has a property trust investment which has
any member of the committee. grown to be worth approximately R120000. At one
Google Earth Co-ordinates:
stage there was thought of using this cash to build a
Kellaway Hall@29 46 18.71S 31 03 10.24E 7 ¼” ground level track on a neighbouring property
but this proposal was rejected at the last AGM.

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The weather has not been kind in recent weeks which has adversely affected our
income on open days. In addition expenses have been heavy. New signs, repairs to the
traverser and replacement bearings for the trolleys have cost a total of nearly R11000.
In addition we are feelings the effects of the new charges for water and electricity.
As mentioned earlier, one of the worrying issues is the danger posed by trees on the
club‟s premises. If some trees adjacent to the track were left where they are this would
result in the need for a retaining wall to be built. Instead, the committee has decided to
have the offending trees removed. The cost will be heavy but spread over six months.
The committee is mindful of the need to maintain a substantial reserve to tide the club
over in the event that for whatever reason the track had to be closed for a prolonged
period for repairs or maintenance.
While on the subject of finance, a large number of the members have not paid their
subs of R150 for 2010/11. Because there may be confusion in the minds of the
individuals concerned whether they have paid for this year or last, the list of
outstandings for 2011 is as follows: B and D Chesterton, T Crookes, T Govender, J
Ingram, G Lambert, T Lishman, V Lotra, D Martin, W Newton, D Northgreaves, A
Norval, R Patrick, L Poynter, P Ramsay, S Schmahl, L Warwick, M Woolgar. Our
bank details are Nedbank Durban North, Branch Code 135226, a/c no 1311048995 ifo
Durban Society of Model Engineers.
Work will shortly commence on erecting the supports for the smaller gauge (32mm
and 45mm) tracks. These were donated to the club after being brought up from
Knysna. The supports will be permanently installed in the picnic/parking area over the
bridge to the left of the entrance driveway. In the light of security concerns, the actual
baseboards on which the track is secured will be portable and stored in the clubhouse
when not in use. The baseboards/track will be on loan so there will be no cost to the
club for these additional facilities which hopefully will attract new members.
Finally, in order to prevent miscommunication, please note that Philip Blose reports to
John Coombe so any instructions to Philip must be routed through John. Likewise Alf
Farr is our Party Manager. Party bookings must be organised through him.

LOCOMOTIVE IN DISTRESS “BUTCH”

Background:
I have owned a “BUTCH” 5” gauge 0-6-0 for a number of years but have only been
able to complete one circuit at the club before it ran out of steam pressure. One
problem was immediately identifiable namely the spacing of the bars on the grate. I
am now on my third grate and the wider spacing has improved the situation to an
extent.
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While in Knysna earlier this year another “BUTCH” was in evidence which was a
good performer on Knysna‟s relatively steep track. It was ascertained that Ron Etter
had „tuned‟ this loco and he offered to have a look at mine. This offer was accepted
with alacrity. At least it could be established for once and for all if the problem lay
with the loco or the driver……..
The following are Ron‟s comments which will be of interest to the two club members
who are building the same loco. Of course several of the comments will also have
more general application.
It is unfortunate in my opinion that the design of the “BUTCH” locomotive is weak in
the most important area, to wit, under boilered. To haul a load on a sustained basis is
asking a lot from a boiler with a grate area of 12 square inches to drive two cylinders of
11/2” (38mm) diameter. In order to make this locomotive a reasonable performer the
boiler and smoke box need to be tuned. The grate, ashpan and smoke box draughting
arrangements are of paramount importance to get the best possible evaporation rate
from the boiler. Together with the undermentioned work this should make a good
locomotive.
Work To Be Done:
1 Easy access to the foot plate is a must. As it is at present this is almost
impossible. Make the back plate removable for running. Remove all sharp edges
on the roof of the cab.
2 Side Tanks: move hand pump into left side tank, fit removable plateand filler
neck opening to accommodate stroke of hand pump. At present the hand pump
is in the middle of the foot plate.
3 Drain Valves: both side tanks to be fitted with drain valves. At present there is
no provision for drainage.
4 Axle Pump: side tanks to be used for feeding axle pump only. Injectors don‟t like
hot water. This is a failing with tank locomotives. Injector works best up to 72
degree F water temperature (21C).
5 Injector: to be fed from cold water tank on driver‟s truck. Injector water
connection for 3/16” hose to be fitted to rear buffer beam.
6 Boiler: fire hole door is loose and does not stay open for firing. Too much time is
wasted keeping the door open. It also affects the condition of the fire. Tighten
hinge and fit wooden handle for easy opening and closing of fire hole.
7 Boiler blow down: this boiler has no blow down valve. Fit at foundation ring
level. It is important to be able to blow down boiler after running, also to remove
solids. During extended periods of running (every two hours) a short blow down
is necessary, should be easy to operate.
8 Ash pan: this appears to be open in front. Air will take the path of least
resistance with the result the fire is starved of air at the back. Only the rear of
the ash pan should be open.
9 Grate: use a grate with 3/8” (10mm) gaps. This has been fitted. Use „pea‟ size
anthracite of high calorific value. It will be helpful to use graded coal with a
maximum size of ½” and a calorific value of 12000-14000 BTU/lb (28000 K/Cal)
10 Smoke Box: ensure that all smoke joints are air tight in order to create the
vacuum needed to draw the air through the fire. Check the smoke box door seal
and fit of exhaust pipe through the smoke box joint. Make smoke front
removable for easy cleaning with C/A lance.
11 Blast Nozzle: lower as near as possible to the bottom of the smoke box as at
present the nozzle is far too high up (halfway up the smoke box), size of orifice
should be 1/5th of cylinder diameter i.e. if the cylinder diameter is 1½”this would
give a size .300” (7.5mm dia). This will promote free running and good draught.
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12 Blower Nozzle: drill size is 55 and the angle pointing into the chimney is 1½º (one
and a half degrees). Only one nozzle is fitted next to the blast pipe.
13 Petticoat Pipe: at present no petticoat pipe is fitted . This has a marked
detrimental effect on good draughting. As the slug of gas expelled is small in
volume hence the need for a petticoat pipe which should be not less than halfway
down the smoke box and the need to lower the blast nozzle. The effect of this is
to lower the contact of the 1 in 3 – 1in 6 nozzle to chimney ratio in the petticoat
pipe with a resultant increase in the length of the slug of gas expelled and a
consequent increase of the volume of gas exhausted, result much better draught
and increased air supply to the fire. As it stands at present the 1 in 6 ratio is
outside the top of the chimney and therefore does not induce any draught, only
the 1 in 3 is active.
14 Compressed Air Starting Of Locomotive: for ease of operation and to be able to
regulate air supply, a connection is made to the blower at the backhead leading
to a hose connector (3/16” hose) located on the side of the locomotive. Thus the
blower nozzle serves to induce draught with steam and for starting the fire the
nozzle serves to produce draught with compressed air. (Keep the blower steam
valve closed whilst using the compressed air for starting). It is useful to fit a
control valve in the C/A circuit.
15 Filling Boiler With Water: a tube connected into the delivery pipe from the axle
pump after the bypass valve and before the clack into the boiler routed to the
side of the locomotive with a hose connector (1/4” hose). The hose connector is
fitted with a stainless steel ball which will act as a non return valve, this non
return valve preferably fitted with a PTFE seat for sustained leak free operation.
16 Superheating: consideration should also be given to fitting radiant heaters. This
is not absolutely essential but in combination with the aforegoing will enhance
the performance of the locomotive. The present superheater can be converted to
radiant and will mimimse cylinder condensation.
17 Lubrication: check the oil supply from the lubricator to ensure that both
cylinders are getting oil. At present there is no method of rotating the lubricator
pump spindle manually. Use compressed air for running the locomotive on the
bench with both oil pipes disconnected at the cylinder inlet to check equal oil
flow from both pipes. Use S.A.E 1000 cylinder oil. It is a proven fact that with
radiant superheating we attain the same temperature as in full size (700 degrees
F). Thinner oil leads to carbon build up.
18 Hot Handles: it is most unpleasant to drive a locomotive with hot handwheels
and handles which are continually in use. Fittings referred to are the handwheels
of the blower and injector steam valves, fire hole door handle, gauge glass blow
down, regulator handle.
19 Handwheels ¾” diameter and handles can be made from hard wood (ironwood,
ebony) or Tufnol (fabric reinforced resinoid).
20 Boiler Working Pressure: in order to get a reasonable performance from this
locomotive, a boiler pressure of 100 PSI (6.5 bar) is required. Safety valve should
be carefully checked against a master gauge. The small ¾” diameter (19mm)
gauges are not that accurate and it will pay dividends to at least have the
advantage of the maximum permissible working pressure available. The use and
fitting of a pop valve with a pressure drop of not more than 5 to 7 lbs is
recommended. The ordinary spring loaded safety valve loses between 10 to 15
lbs (1 bar). This is precious pressure wasted.

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Many moons ago two model engineers were both building a „BUTCH” locomotive,
David Campion and Bill Mitchell. These locomotives were duly completed and running.
This was in the early days in the 1950s when the Kennion designed “BUTCH” was
flavour of the month. Being a 5” design and considered a large locomotive (31/2” gauge
locos still a popular size) the “BUTCH” started to fill the need for advancing to the
bigger gauge and a more powerful locomotive for passenger hauling. The design was
good but it lacked seriously in the most important department – steaming capacity. The
grate area of the boiler at 12 sq inches is inadequate to haul a load continuously.
A few years after building “BUTCH”, David Campion was tragically killed in a motor
accident and the locomotive was handed over by his parents to the Rand Society of
Model Engineers. As a club locomotive now named „Sir David” it soon proved
inadequate and the decision was taken to do major surgery. The fire box was cut in half
and a 3” wide piece fitted in the outer and inner fire box wrapper. Having successfully
passed the „times two‟ working pressure test, the attention was directed at the frames,
also inserting a 3‟ wide frame piece between the driving axle and the rear axle. Running
boards were similarly treated which now moved the cab and attached side tanks back
3”. The rear coupling rods received a 3” long piece welded in. This increased the overall
axle centre distance from 91/2” to 121/2” still able to negotiate sharp curves but now we
had a boiler with a grate size of 23/4” wide and 71/2” long, from 12 sq inches of grate
area to 20sq inches, almost double. This transformed the locomotive and was well worth
the effort.
The “BUTCH” locomotive built by Bill Mitchell named “TWIN SONS” after many
years of running and passing through various hands ended up with one of the Knysna
Society of Model Engineers members, Len Richardson. After a number of repairs and
modifications the most important of which was again in the boiler department. This
boiler was the round top fire box design from Kennions but Bill decided to increase the
steam volume available by using a Belpaire fire box. The boiler was exceptionally well
built and strong. My suggestion was to raise the boiler pressure to 140 P.S.I. provided
the boiler would withstand the hydraulic test pressure of twice 140 P.S.I. for half an
hour, plus the normal procedure of 3 times up to 280 P.S.I. and release, at the same time
a critical inspection of all surfaces for distortion or movement . The boiler passed the
test with flying colours.
This boiler has recently passed the 5 year mandatory boiler retest. Apart from a small
leak at the front tube sheet blower bush connection all was well.
Two different solution , both worked out well.
Len Richardson‟s “BUTCH” loco “TWIN SONS” is now able to haul a load of driver
and two adults on Knysna‟s heavily graded track (one section of 1 in 38) although now
at the limit of adhesion. To any intended builders of a “BUTCH” locomotive my
foregoing recommendations plus the extension of the boiler fire box by 3” and adding a
at least 1” deeper firebox and with not less than two radiant superheaters will result in a
super locomotive.
To those that already have a “BUTCH” locomotive, see items 1-20 above. If any further
information is required write to me at P O Box 902, Knysna 6570 or phone 044 3840145.

COLIN HEALEY’S OPEN DAY – HISS, CHUFF AND PUFF

On Saturday 13th November, Colin Healey, a former member of the club and collector
of vintage engines, held an Open Day at his home in Forest Hills. On show were
numerous items which had the same power source – steam - provided by a central
vertical boiler running at about 15psi. Several diesel engines were also operating.
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The Central Boiler Compound Steam Engine Driving a Generator

A new item on display on this occasion was the steam powered launch built by
another former member of the club, Mike Bass who unfortunately has had to give it
up owing to ill health.

Launch Hull (85% complete) Launch Boiler

Launch Twin Cylinder Engine (Aluminium Castings

With Cast Iron Liners forged by Mike Bass)

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Also on show were Colin‟s portable steam engine, his model traction engine which is
nearing completion and a model of an Atkinson steam lorry built by the late Eddie
Frow.
Davey Paxman Portable Engine Burrell 4 ½” to the Foot Traction Engine
(circa 1900) (Colin Back Right)

Atkinson 3” to the Foot Steam Lorry Lister Diesel

Crossley 16hp Diesel National 18hp Diesel

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Finally, some smaller steam engines, mainly Mamod and Wilesco and part of the
Peter Peter Purnell collection were on show.

Our Youngest Member, Max Ladell, Admiring Some

Smaller Steam Engines Under Granny‟s Watchful Eyes!

Colin plans to hold another open day in March next year, date to be advised.

.Rotary Christmas Fantasy:

A reminder that this will be run again this year from the 13th-18th December. Please
contact John Coombe if you can assist.

FUTURE EVENTS

Special Work Party 5th December

Normal Running Day 12th December
Rotary Children’s Fantasy 13th-18th December
Voluntary Running Day 26th December
Normal Running Day 9th January 2011
Work Party 16th January 2011
Voluntary Running Day 23rd January 2011
Committee Meeting 23rd January 2011
Member’s Day 30th January 2011

Season’s Greetings
On behalf of the committee I wish all members and their families a safe and
enjoyable Festive Season.

David Cairns – Acting Editor